Car-underframe.



J. E. TESSEYMAN.

l GAB. UNDBRFRAMB-- APPLIOATION FILED .1.511.25, 1909.

Patented Aug. 31, 1909.

3 SHEETS-SHEET 1.

A TTOR NE Y,

J. E. TESSEYMAN, GAB. UNDERFRAME. APPL-IGATIQN FILED JAN. 25, 19-09.

3 SHEETS-SHEET 2.

Patented Aug. 31, 1909.

' ATToRNE-Y.

J. E. TBSSEYMAN.

CAR UNDERFRAME.

APPLICATION FILED 11111.25, 1909.

933,005, Patented Aug. 31, 1909.

WITNESSES.- INVENTOR.

' A TTORNE Y.

UNITED STATES PATENT oEEicE.

JOHN E. 'rEssEYmAN, orcoLunBUs, OHIO, AssIeNoE To' THE RALSTON STEEL CARCOMPANY,

or COLUMBUS, OHIO, A GORPORATION or OHIO.

CAR-UNDERFRAME Specification of Letters Patent. Patented Aug. 31, 1909.

Application led January 25, 1909. Serial No. 473,956.

To all whom 'it may concern:

Y into a oar underframe, retaining therein the wooden furring strips,end sill, and side sills. To accomplish this purpose it is necessary toprovide connections between the furring strips and the metallicstructure introduced, and also to provide improved means for seating thewooden side sills and end sills and bracing the same. By repairing a carwith wooden parts in its underframe by the use ofmetallic parts asnoted, much of the Old car can be retained and when adapted to the steelmembers introduced will last for a long time. 'On account of the heightof the Old truck, it is apparent that the bottom line of the center sillcan not be lowered into an alinement with the lower edge of the draftchannels, and would maintain the usual distance from the center line ofdraft to the bottom of the draftl channels, this distance being astandard height; consequently it is essential to position the lower edgeof the draft channels below the plane of thel lower center sillfia-nges. The constructionherein set forth is not primarily intended tobe used in the original construction of a car, but has its chiefapplication in repairing of old cars containing Wooden members in theirunderframes, and it isin this matter of repairing that my improvementshereinafter described find their chief use. It is apparent that myimprovement may be embodied in new cars also and I do not intend tolimit myself to the use thereof in making re airs.

The invention embodied 1n this applicationl comprises the method ofsplicing the draft sill to the center sill, improvements in bolsterconstruction, means for supporting and attaching the furring strips tothe men tal-'lic members, and construct-ions for seating the'side silland the end sill and reinforcing' the' same.

In' the drawingswhich are hereto attached and hereby marde a part ofthis specification,

Figure 1 is an upper plan view of one of the car underfram'es; Fig. 2 isa. side"yiew of a center sill and draft sill connected`V thereto; Fig. 3is a perspective of a draft sill and center sill and a bolster in placethereon; Fig. 4 is a detail of the bracket used for mounting the furringstrip; Fig. 5 is a detail of the angle back-stopfer the end sill; Fig. 6is a section .through a car having my improvements therein taken throughthe underfr'ame along the line A-A of Fig. l.

Referring to the drawings in which thev same numeral indicates the samepart throughout, 1 is a center sill which .is pierced at 2 to receivethe top cover plate 4 of the bolster construction; the `bolster is madeup preferably of the pair of diaphragms 5 and 6 spaced apart back tobacken each side of the center sill, to which they are secured at theirinner ends vat 7 the flange 8 on the diaphragmsA being continuous aroundthe upper, inner and lower edges thereof, and being appropriately curvedat 9 to fit snugly over the lower fla-nge 10 of the center sill. At the`outer end each of the bolster diaphragms is -left open as clearlyappears at l2. Seated upon the outer ends of the diaphragms is a Z-plate13, adapted to have one of its fianges 14 resting upon the upper fianges15 16 of the diaphragms and secured thereto by bolts or rivets as shownat 17 the lower flange lv18 of the Z-plate 13 is provided with holes 19,and forms the'v seat for the side sill member 20, which is ,secured bymeans of appropriate bolts to the seat 18. The bolster is provided witha lower cover plate 21 which extends beneath the center sill and isappropriately secured tofthe lower flange 22 of the diaphragm and alsoto the lower flange 10 of the center sill; it will be understood thatthe construction of the bolster on the opposite side of the other centersill is thesame as that yshown in Fig. 3, and is not further describedfor that reason.

In Fig. r1 is shown a furring strip 23 eX.- tending from the centersill. to the'side sill; it is appropriately secured in the side sill',and at its inner end is mounted upon the lower flangel 24 of theVZ-plate25, and is appropria'tely secured thereto; vthe Z-plate is suspended byits upper 'flange 26 from the centers illf. Thel furring strip' 27extends from the furring'stri'p 23.150 the' end sill 32, being gainedout at the point where it crosses thebolster, so as to bring the uppersurface of the furring strip into the proper "horizontal plane; at thepoint ,where the furring strip 27 is cut for application to the bolsterit is weakened, and to `provide a support at this point, the Z-plates 28and 29 on opposite sides of the bolster are used, the lower flange ofthe Z-plate underlying the lower; surface of the furring strip andtheupper flange thereof being secured upon the bolster, and as appears inFig. 3, yto the upper flange of the diaphragm. Thus the Z-plate is madeto t the cut-out in the furring strip, and gives adequate supportthereto. The outer end of the furring'strip 27 is appropriatelysecuredlin the end sill 32.

Draft sills 30 and 31 are-provided having their outer ends shearedvertically and bent laterally to form seats as @shown at 31 for the endsill `2. A top binding plate 33 is secured tothe upper flanges of thedraft sills, and its outer edge preferably .is placed flush with theends of the draft sills at the pointswhere the same have lbeen sheared..

To act-as back-stops and supports for the end sill, I provide 4theangler plates 34 and 35, which are riveted or otherwisesecured to theinner faces of the ydraft sill webs, and presenta broad surface' forengagement with the end sill.

In order that the draft sill may be spliced to the center sill andretainthe flanges on' each at their vpoint of junction .for somedistance, so that these flanges may overlap and add strength to theunion, I compress verticallythe inner end of each draft sill so that thetop and bottom flanges 36 and 37 thereon are brought closer together andyet permitted to lie in a horizontal plane, parallel with .the originalplane of the flanges. This compression forms shoulders 88 and 39 asshown, and the end of the upper flange 40 of the center sill abutsagainst the shoulder 38, while the end of the lower'flange'lll-of lthecenter sill abuts against the shoulder 39. This abutting relation iseffective in taking up end stresses. Th'e overlapping portions of thedraft sill and center sil are thereupon securely riveted as shown aft42. The top cover plate /43 of the center sill is extended continuouslytransversely of the bolster and across the union of the center sill anddraft sill and is securely riveted to both of these latter membersthrough the openings shown at 44 and 45; reference to Fig. '2, willdis-A close the fact that the top cover plate 43 is not bent or inanywise distorted-in passin over the line of union of the draft sill anthe center sill for the apparent reason that the exposed ortion of theupper flange of the draft sill) lies in the same horizontal plane as theupper flange ofthe center sill. The construction just described isadapted to the repen of cars, but has been so devised that the woodenside sills and end sill and furl-ing strips may be retained andutilized;.

at the saine time the members inserted for repair purposes have been soconstructed as toadapt themselves to the line of center draft, which wasfixed when the old car was constructed, and also to the height of thetruck and lower line of the center sill, which were fixed in the old carand which must be maintained therein,and to which accordingly allrepairs must beV adapted. My im! proveinents herein described thereforerender it possible torepair a car with metallic repair parts, at thesame time utilizing the parts of the old wooden, construction which arestill available, and thereby providing a car whose period of usefulnessis greatly eX- tended. A l w l` do not desire to confine myself to thespecific construction of the parts herein disclosed and described, butdesire to avail my-` self of all the changes which are within the scopeof the appended claims.

' fhat I claim is:

1. In a car underframe, av center sill, and a draft sill having itsinner end compressed vertically and secured to said center sill. u

2. In a car underframe, a center sill,.a

draft sill having its inner end'compressed vertically and applied tosaid center sill byy overlapping the same,` and secured thereto.

3. In a car underf-rame, a center sill, a draft sill having its loweredge provided with a continuous flange and compressed vertically at itsinner end and applied to said center sill 'by overlapping the same andbe- Iing secured thereto.

4. In a car underframe, a center, sill having an upper lateral flange, adraft sill having its upper flange arranged in aA horizontal planewithfthe said flange of the center sill, said draft sill beingcompressed vertically at its inner end whereby said flanges are broughtinto overlapped relation at their ends, and a cover plate applied to thesaid center sill and draft sill and secured to the said' flanges.

5. In a car underframeJ center sills, draft sills applied thereto havingtheir flanged surfaces compressed to-be inserted between the flanges onsaid center sills to cause the upper flanged surfaces of said sills tolie in a continuous horizontal plane, and a cover plate applied to saidcenter sill and draft sill channels.

6. In a car underframe, a center sill, a

draft sill having a depression formed both in its upper-and lower facesadjacent` to its inner end to reduce the same for insertion between theyflanges of the center sill, a'

draft sill are caused to lie` in the same horizontal plane, means forsecuring said channels together, and a coverplate applied to` draftsill' reduced at-its inner end by compressing the same for insertionbetween the Hanges of said center sill, means for securing said sillstogether, whereby their eX- posed upper flanged surfaces lie in ahorizontal plane, shoulders formed on the upper and' lower surfaces ofsaid draft sill against which the ends of the flanges on said centersill abut, and a cover plate adapted to be applied to the upper surfacesof said sills and secured thereto.

S. In a car underframe, a. method of splicing draft sills to the centersills comprising the reduction of the inner end of the draft sill byvertically compressing the same, then inserting 'said reduced endbetween the flanges on said center sill to` cause the exposedupperiianges of said sills to lie in the same horizontal plane, thensecuring said sills together through their overlapping parts, andapplying a cover plate thereto.

In a car underframe having a center sill and a body bolsterconnectedtherewith,

a side sill, a Z-plate seat member mounted on said center sill andafurring strip `secured at one end to saidside sill and having its otherend mounted on said seat member and secured thereto.

l0. In a. car underframe having 'a center sill, a body bolster and anend sill, a Z-plate seat member suspended from the upper face of saidbody bolster at each side thereof, a-

furring strip out away throughout aportion of its length `and appliedtosaid bolster transversely and supported on said seat members. i

llfIn ay car underrame, a center sill, a draft sill having its inner endcompressed verticallyand secured to said center sill and having itsbottom flange located in a horizontal plane below the bottom flange ofthe center sill. v

In testimony whereofl aix my signature in the presence of two Witnesses.

JOHN E. TESSEYMAN.

. Witnesses:

ANTON BECKER, E. J. CULVER.

